EP1097069B1 - Procede et dispositif permettant de determiner et de detecter le risque de basculement d'un vehicule a moteur - Google Patents

Procede et dispositif permettant de determiner et de detecter le risque de basculement d'un vehicule a moteur Download PDF

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Publication number
EP1097069B1
EP1097069B1 EP99939379A EP99939379A EP1097069B1 EP 1097069 B1 EP1097069 B1 EP 1097069B1 EP 99939379 A EP99939379 A EP 99939379A EP 99939379 A EP99939379 A EP 99939379A EP 1097069 B1 EP1097069 B1 EP 1097069B1
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EP
European Patent Office
Prior art keywords
vehicle
gravity
center
condition
cornering
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP99939379A
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German (de)
English (en)
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EP1097069A1 (fr
Inventor
Peter Rieth
Alfred Eckert
Bernhard Schmittner
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Continental Teves AG and Co OHG
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Continental Teves AG and Co OHG
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Priority claimed from DE19904216A external-priority patent/DE19904216A1/de
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP1097069A1 publication Critical patent/EP1097069A1/fr
Application granted granted Critical
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
    • B60R16/0232—Circuits relating to the driving or the functioning of the vehicle for measuring vehicle parameters and indicating critical, abnormal or dangerous conditions
    • B60R16/0233—Vehicle tilting, overturning or roll over
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/019—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
    • B60G17/01908—Acceleration or inclination sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17551—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17554—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing stability around the vehicles longitudinal axle, i.e. roll-over prevention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
    • B60T8/241—Lateral vehicle inclination
    • B60T8/243—Lateral vehicle inclination for roll-over protection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
    • B60T8/246—Change of direction
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M1/00—Testing static or dynamic balance of machines or structures
    • G01M1/12—Static balancing; Determining position of centre of gravity
    • G01M1/122—Determining position of centre of gravity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/051—Angle
    • B60G2400/0511—Roll angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/051—Angle
    • B60G2400/0512—Pitch angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/052—Angular rate
    • B60G2400/0523—Yaw rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/104—Acceleration; Deceleration lateral or transversal with regard to vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/50—Pressure
    • B60G2400/52—Pressure in tyre
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/60—Load
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/60—Load
    • B60G2400/61—Load distribution
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/04—Means for informing, instructing or displaying
    • B60G2600/044—Alarm means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/24—Steering, cornering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/70—Estimating or calculating vehicle parameters or state variables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/912—Attitude Control; levelling control
    • B60G2800/9124—Roll-over protection systems, e.g. for warning or control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/03—Overturn, rollover

Definitions

  • the invention relates to a method and a corresponding device for detecting changes in the Center of mass of at least a biaxial and at least three-wheel vehicle, such as Changes caused by local shifts in loads or by changing the total vehicle mass e.g. as a consequence of Vehicle load are conditional.
  • the Invention on a method and an apparatus for preventive detection of the risk of tipping over Vehicle in which the mentioned changes in focus Find consideration and where the risk of tipping through a critical state variable correlating with the risk of tipping is represented.
  • 1a shows the distribution of the vehicle weight F G to the wheel contact forces F A_xx .
  • 1b shows the lateral offset y s of the center of gravity S from the center of the vehicle.
  • the moment set related to a wheel shows the influence of the center of gravity shift in static and dynamic cases.
  • an interference force occurs during driving, e.g. the centrifugal force when cornering or a wheel load fluctuation due to an uneven ground, the vehicle can ever according to the size of the interference in the unstable or unstable Condition.
  • ESP Electronic Stability Program
  • the wheel speeds are available as information, the lateral acceleration, the steering angle and the Yaw rate available. Reaches from this information certain driving condition a critical area, so by a wheel-selective braking intervention by the vehicle model of the ESP controller defined self-steering behavior of the vehicle maintained.
  • This control process can only be done by everyone influence two-dimensional processes and state variables, i.e. Processes that are caused by lateral acceleration and turning around have the vehicle vertical axis (yaw) described.
  • the position of the center of gravity changes in longitudinal and / or Transverse direction of the vehicle, e.g. as a result of loading with ESP taking into account the changed cornering speed limits automatically by the fact that in the vehicle model specified self-steering behavior should be maintained.
  • the focus shifts e.g. backwards, so the increased tendency to oversteer when cornering when understeering designed basic vote by reducing the permissible curve speed counteracted.
  • the critical lateral acceleration therefore depends directly on the Location of the center of gravity.
  • DE-A 197 46 889 describes a system for increasing the Side stability described when cornering, which with an inclination detection device.
  • This Tilt detector either measures the height difference between the right and left side of the vehicle, or the Lateral acceleration of the vehicle to the roll angle between the vehicle horizontal and the road horizontal. If the inclination detection device If a risk of tipping is detected, a counteracting yaw moment is generated by braking the front wheel on the outside of the curve.
  • the allowable Lateral acceleration and the permissible roll angle are sensitive depending on the location of the vehicle's center of gravity, in particular the center of gravity.
  • Generic methods and devices are the focus of the vehicle, especially changes in focus not sufficient with preventive overturn prediction Taken into account.
  • EP-A-0758601 describes a method for recognizing the Risk of tipping of a vehicle is known, changes in the Center of gravity when operating the vehicle when cornering be determined. However, the process sees the comparison a current adhesion value with a stored one Non-positive value to determine a risk of tipping.
  • DE 19623595 regulates driving behavior known by means of a mass distribution model.
  • the present invention is therefore based on the object to provide a method and an apparatus which make it possible to counteract a risk of tipping over as early as possible to be able to.
  • the primary aim of the invention is a preventive prediction of an impending risk of tipping of a vehicle.
  • This object is achieved in that during cornering on at least two wheels with the respective Wheel load corresponding first state variables are detected, that the detected first state variables with the respective cornering representative reference values are compared, that from the deviations between the detected first state variables and the reference values a corresponding change in the center of gravity is calculated, and that from the corresponding Change of focus a corresponding changed critical, the second state variable representing the risk of tipping is determined becomes.
  • the invention is based on the knowledge that the best suitable influencing variable with a preventive detection as possible the risk of a vehicle tipping over the position of the vehicle's center of gravity represents and thus the current Center of gravity as a starting point for the invention proposed method and the device essential be taken as a basis.
  • the influencing variable provides an immediate indication of that There is a critical state of tipping.
  • preventive countermeasures come either active Control interventions, e.g. on the part of ESP, or a passive warning of the driver.
  • the invention proposed preventive approach the advantage that the Vehicle during a necessary corrective intervention remains manageable and driving comfort during of an active control intervention is still retained.
  • Another advantage of the invention over the prior art is that the possible intervention strategies on a recognized critical driving situation are almost arbitrary, not least because of the extremely predictive detection. Therefore, the present invention can be made without particular Expenses as an extension or improvement of a existing driving stability control, e.g. the electronic Realize stability program (ESP) of the applicant.
  • ESP electronic Realize stability program
  • the first state variable corresponding to the wheel load can be measured on the suspension suspension, the Spring pressure, the damper pressure that can be measured on the shock absorber Tire pressure, or the side deformation of the tire be taken as a basis.
  • the information required to determine the center of gravity and the vehicle inclination can preferably be obtained from the changes in travel.
  • the center of gravity can be determined by measuring the static spring deflection for axles without level control or by measuring the pressure in the level control.
  • the roll angle is based on the different spring travel the left and right side of the vehicle and the Pitch angle accordingly via the spring travel at the front and rear.
  • the center of gravity can then be calculated from the angle of inclination and the associated acceleration.
  • the position of the center of gravity in the longitudinal and transverse directions (l v , l h , y s ) is known from the static consideration.
  • a center of gravity shifted laterally from the center of the vehicle can be differentiated by the directional Roll angle at a given lateral acceleration determine.
  • a level control on the rear axle four sensors to determine the travel and, in the case of a wheel-specific axle control, one or two sensors for Determination of the pressure in the level control device of the Rear axle required.
  • the flowchart shown in FIG. 3 illustrates one exemplary functional sequence of a modified ESP control, at the - according to the simplified Embodiment of the invention - a limit switch for Commitment comes.
  • the limit switch speaks when exceeded of a predetermined travel threshold in one or more of the vehicle wheels, i.e. in relation to the corresponding forces when exceeding one predetermined wheel load. Because the operation of the limit switch thus depends on the direction of cornering it is first necessary to find out which one (preferably the Wheel of the front axle) or which wheels are on the the outside of the vehicle. Because only that Outer wheels can according to the curve inclination of the Address vehicle in the manner mentioned at all. The Selection of the wheels on the outside of the curve can already be done with the ESP existing driving dynamics sensors, e.g. one Steering angle sensor and / or a yaw rate sensor. Generally other sensors come with which the direction cornering can be determined.
  • the ESP existing driving dynamics sensors e.g. one Steering angle sensor and / or a
  • the limit switch in Normally no longer respond.
  • the filtered accordingly Signal makes the temporary change in the ESP vehicle model undo again and thus represents the before Restoration of the current state of the ESP.
  • the ESP vehicle model only temporarily i.e. modified while cornering.
  • the above Signals from the limit switch for changes in the center of gravity through permanent changes to the ESP vehicle model is reacted to.
  • the above Comments apply in in this case analog.
  • the vehicle model present in an electronic stability program can be adapted to the changed center of gravity conditions.
  • a critical state variable for example a transverse limit acceleration aq limit , taking into account the current size and position of the vehicle's center of gravity.
  • 'K' is a proportional factor and f (x) is a function with a given upper and lower limit, the lower limit being that the change must not be less than zero.
  • the functional relationship specified above can preferably be implemented as a P or PI controller, the second summand on the right side of equation (4) either acting proportionally as a P controller, ie according to the relationship kx [abs (a crosswise ) - abs (a across, border )], or acting proportionally-integrally as a PI controller, ie according to the following context kx [abs (a crosswise ) - abs (a across, border )] + kx integral [abs (a crosswise ) - abs (a across, border )], is designed. Change to "understeer” can be defined via the side stiffness.
  • C 1sv , C 1sh can now be changed depending on the lateral acceleration, as described on page 12 (P, PI controller) C 1sv smaller C 1sh larger so that an ESP brake intervention on the outside wheel stabilizes the vehicle.
  • Curve limit acceleration or speed can be a anti-tipping intervention, for example in the form of a Brake intervention.
  • Appropriate intervention strategies are for example from 19821593.2 and 19816430.0 known to the full extent in the present context Reference is made.
  • the critical state variable e.g. the lateral acceleration, by deliberately understeering the Vehicle, in particular by corresponding detuning or Setting the vehicle model that the ESP control processes underlying, to be undercut again and thus prevent tipping.
  • FIG. 4a A preferred embodiment of a limit switch relating to a simplified control approach is shown schematically in FIG. 4a.
  • This control approach can advantageously be implemented as an ESP with a limit switch arranged on the shock absorber or on the spring of the wheel suspension.
  • a limit switch designed as a spring travel switch proceed as follows in accordance with the time profile shown in FIG. 4b. If the switch responds to at least one wheel on the outside of the curve, preferably the outer front wheel, then the critical lateral acceleration a transverse, limit is exceeded in accordance with the characteristic curve and a targeted countermeasure is initiated to prevent further build-up or to reduce the lateral acceleration.
  • Understeering of the vehicle is preferably brought about, for example, by correspondingly “detuning” the ESP vehicle model to the “understeer”, ie by changing the driving trajectory, for example by means of a control approach in accordance with equations (4) to (6).
  • the change can be about the lateral stiffness of the tires are defined, where 'understeer' means that the Lateral stiffness on the front axle of the vehicle is smaller becomes.
  • the switch is also on the way Plausibility assessment possible. For example be provided that the switch only when driving straight ahead closed a minimum period of, for example, 200 ms may be before countermeasures to reduce the Lateral acceleration can be activated. Alternatively, you can be provided that the triggering of countermeasures - in addition the switch position - is subject to further conditions, e.g. a threshold value for the lateral acceleration, for example> 0.5 - 0.7 g.

Claims (8)

  1. Procédé pour détecter le risque de basculement d'un véhicule à au moins deux essieux et au moins trois roues, dans lequel des variations du centre de gravité sont déterminées pendant la marche du véhicule dans une courbe, caractérisé par les étapes suivantes :
    en ce qu'on détecte pendant la conduite en courbe, des premières grandeurs d'état correspondant à la charge respective sur la roue, sur au moins deux roues,
    en ce qu'on compare les premières grandeurs d'état détectées à des valeurs de référence qui représentent la conduite en courbe respective, et
    en ce qu'on calcule une variation correspondante du centre de gravité à partir des écarts entre les premières grandeurs d'état détectées et les valeurs de référence, et
    en ce qu'à partir de la variation calculée du centre de gravité, on détermine une deuxième grandeur d'état critique, modifiée en conséquence, qui représente le risque de basculement.
  2. Procédé selon la revendication 1, caractérisé en ce que l'on prend pour base comme première grandeur d'état correspondant à la charge sur la roue, la course du ressort qui peut être mesurée sur la suspension de la roue et/ou la pression du ressort et/ou la pression d'amortissement qui peut être mesurée sur l'amortisseur et/ou la pression interne du pneu ou la déformation latérale du pneu.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce qu'on prend pour base comme deuxième grandeur d'état représentant le risque de basculement l'accélération transversale qui agit au centre de gravité du véhicule et/ou l'angle de roulis du véhicule et/ou l'angle de tangage du véhicule et/ou la vitesse du véhicule et/ou l'angle de braquage et/ou l'embardée.
  4. Dispositif pour détecter le risque de basculement d'un véhicule à au moins deux essieux et au moins trois roues, dans lequel sont prévus des moyens pour détecter la situation de conduite dans une courbe, et des moyens pour déterminer des variations du centre de gravité massique, caractérisé par
       des moyens pour détecter des premières grandeurs d'état correspondant à la charge respective sur la roue, sur au moins deux roues,
       des moyens pour comparer les premières grandeurs d'état détectées à des valeurs de référence qui représentent la conduite en courbe respective,
       des moyens pour calculer la variation du centre de gravité à partir des écarts entre les premières grandeurs d'état détectées et les valeurs de référence, et
    des moyens pour déterminer une deuxième grandeur d'état représentant le risque de basculement, à partir de la variation calculée du centre de gravité.
  5. Dispositif selon la revendication 4, caractérisé en ce qu'on prend pour base comme première grandeur d'état correspondant à la charge sur la roue, la course du ressort qui peut être mesurée sur la suspension de la roue et/ou la pression du ressort et/ou la pression d'amortissement qui peut être mesurée sur l'amortisseur et/ou la pression interne du pneu ou la déformation latérale du pneu.
  6. Dispositif selon la revendication 4 ou 5, caractérisé en ce qu'on prend pour base comme deuxième grandeur d'état représentant le risque de basculement l'accélération transversale qui agit au centre de gravité du véhicule et/ou l'angle de roulis du véhicule et/ou l'angle de tangage du véhicule et/ou la vitesse du véhicule et/ou l'angle de braquage et/ou l'embardée.
  7. Dispositif selon l'une des revendications 4 à 6, caractérisé en ce qu'il est prévu sur l'amortisseur ou sur l'élément à ressort de la suspension de la roue, un interrupteur de fin de course dont le point de commutation est corrélé, par une relation temporelle, à la deuxième grandeur d'état représentant le risque de basculement.
  8. Dispositif selon la revendication 7, caractérisé en ce que l'instant de commutation de l'interrupteur de fin de course est lié à d'autres conditions de la situation de conduite.
EP99939379A 1998-07-17 1999-07-16 Procede et dispositif permettant de determiner et de detecter le risque de basculement d'un vehicule a moteur Expired - Lifetime EP1097069B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19832263 1998-07-17
DE19832263 1998-07-17
DE19904216A DE19904216A1 (de) 1998-07-17 1999-02-03 Verfahren und Vorrichtung zum Bestimmen und Erkennen der Kippgefahr eines Fahrzeuges
DE19904216 1999-02-03
PCT/EP1999/005079 WO2000003900A1 (fr) 1998-07-17 1999-07-16 Procede et dispositif permettant de determiner et de detecter le risque de basculement d'un vehicule a moteur

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EP1097069A1 EP1097069A1 (fr) 2001-05-09
EP1097069B1 true EP1097069B1 (fr) 2002-07-31

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US (1) US6424907B1 (fr)
EP (1) EP1097069B1 (fr)
JP (1) JP2002520605A (fr)
WO (1) WO2000003900A1 (fr)

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JP2002520605A (ja) 2002-07-09
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WO2000003900A1 (fr) 2000-01-27

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